Apparatus for handling and storing



A. G. HENRICKS 2,077,238

' mmwws FOR HANDLING AND STORING April 13, 1937.

6 Sheets-Sheet 1'.

Filed Aug. 22,1921

ATTORNEYS.

.April 13, 1937. A. G. HENRI CKS APPARATUS FOR HANDLINGAND STORING Filed Aug. 22, 1927 s Sheefs-Shet INVENTOR. 4/?77/02 GHEMe/cks BY I ATTORNEYS.

, April 1937- A. G. HENRICKS 2,077,238

APPARATUS FOR HANDLING AND STORING Filed Aug; 22, 1927 6 Sheets-Sheet 3 Fig. 3.

I N V EN TOR. 1 1K779? G flame/(.5 BY

A TTORNEY3.

April 13, 1937. v A ,G. HENRICKS APiARATUS FQR HANDLING AND S'I'ORING 6 She'ets-Sheet 4 Filed Au 22, 1927 I N V EN TOR.

' 4/?7790/2' G. flay/ewes BY ATTORNEYS.

A. G. HENRICKS 2,077,238

Filed Aug. 22, 1927 e sheets-s eet 5 N k hnl APPARATUS FOR HANDL ING AND STORING April 13, 1937.

I N V EN TOR. ARTHUR G H Y/P/C/(s ATTORNEYS.

April 1937. A. s. HENRICIKS l 2,077,238

APPARATUS FOR HANDLING-AND STORING Filed Aug. 22, 1927 6 Sheets-Shet s INVEN TOR.

k 2 v BY 427 /02 6. ///V/?/CKS A TTORNEY5.

Patented Apr. 13, 1937 UNITED STATES 2,077,238 APPARATUS FOR HANDLING AND STORING Arthur G. Henricks, Milwaukee'Wia, assignor to Harnischfcger Corporation, Milwaukee, Wis., a corporation of Wisconsin Application August 22, 1927, Serial No. 214,617 14 Claims. (01. 21416.1)

This invention relates to an apparatus for storing and handling motor vehicles such as automobiles, or the like, although also adapted for advantageous use in handling various other 5 diverse articles and materials.

An object of the invention is to provide an apparatus of this character adapted to be employed in a building devoted to the storage and housing of motor vehicles and which so mechanin cally handles and stores the vehicles as to economically and completely utilize the floor space of the building to best advantage, the necessity for providing spaces upon'the several floors for 1 the turning and backing of the vehicles being is avoided.

- Another object of the invention is to provide an apparatus of this character which handles the vehicles with power other than that of the vehicle itself and with promptness and dispatch 20 and without possibility of confusion or liability of damage to the vehicle or to the apparatus.

Another object of the invention is to provide an apparatus of this character which-is adapted for use with vehicles generally and with various makes and types of automobiles, or the like.

In carrying out the invention a garage building is provided which has a suitable number of floors and where several floors are provided as will usually be the case then elevators are also an provided to carry the automobiles from the ground floor to the various floors. The ground floor is utilized principally as a receiving station for the automobiles. The upper floors, that is, each floor above the ground level, has a track- ::.1 way extending along the same and a row of compartments or stalls on each side of the trackway. At least one and usually three or more compartments or stalls of each'fioor are utilized for the elevator shafts but the remainder of the 4 compartments or stalls have runways which are designed to receive the wheels of an automobile. In each trackway a transfer platform or traveling bridge is provided and runs along the rails of the trackway. The transfer platforms have runways which are adapted to receive the wheels of an automobile and the elevators have similar runways. By alining a transfer platform with an elevator, an automobile may be run from the runway on the elevator onto the runway of the transfer platform. The transfer platform is then shifted until it is in position where it lines up with the stall in which the automobile is to be stored and then the automobile is shifted into its compartment or stall, the wheels of the automobile running from the runway of the PATENT. OFFICE transfer platform into the runway of the stall or compartment. On each transfer platform a suitable transferring deviceis provided and may comprise a dolly or transfer carriage and jack adapted for the purpose of shifting the automo- 5 bile on and oil the transfer platform, the transfer platform, the elevator and the stalls all having rails on which this transfer carriage may run. The transfer platform and the transfer carriage and Jack have their individual electric motorslwhereby they may be driven.

The controls for the motor for the transfer platform and for the motor of the carriage are interlocked whereby to preclude the transfer platform from being moved at anytime except when the carriage is centered or substantially centeredthereon and to prevent the carriage from being moved at all times except when the transfer plat- I form is locked in alinement with the selected stall or elevator. In order to minimize the liability of the carriage being run intoan empty elevator shaft or into a compartment which already contains a car, provision is made for requiring the operator to exercise deliberate and conscious control of the carriage whenthe carriage is shifted off of the transfer platform. In other words it is necessary for the operator to bring his attention to the carriage and its movements at this time.

In addition, to the interlocked control forthe motors a semi-automatic control is provided for the motor of the transfer platform whereby the transfer platform is automatically stopped in alinement with the selected stall or in alinement with the elevator shaft.

While substantial alinement is thus automatically insured, a final alinement or final matching between the carriage and the rails of the compartment or elevator is effected by means of cooperating matching or alining devices on 40 the carriage and the transfer platform.

The carriage has a novel form of jack or hoist for the automobile whereby the automobile is I interconnected with and controlled by the carriage. This jack or hoist consists of a pair of 4 lift bars or other suitable lift members engageable under the front axle of the automobile and alternately raised and lowered, in a. novel and effective manner and without the aid of reversing switches,- reversing limit switches, or the like, from an electric motor which normally runs in the same direction but which may be reversed under abnormal or emergency conditions.

Apart from the other instrumentalities the transfer platform, the transfer carriage or dolly and its jack, together with their novel operating and controlling mechanisms, are capable of advantageous use in many diverse instances. One example of such a use is the handling of lumber, the lumber being stacked or piled on suitable tables designed to be engaged by the lift bars of the jack and transported and deposited under the control of the transfer platform and carriage.

Other objects and advantages reside in certain novel features of the construction, arrangement and combination of parts which will be hereinafter more fully described and particularly pointed out in the appended claims, reference being had to the accompanying drawings forming a part of this specification, and in which:

Figure l is a plan view of one of the upper fioors, the walls of the building being shown in section;

- Figure 2 ,is a fragmentary view in vertical section on-line 2-2 of Figure 1;

Figure 3 is a plan view of the ground floor;

Figure 4 is a fragmentary plan view showing the traveling platform, the traveling carriage and associated instrumentalities;

Figure 5 is a view in side elevation of the parts shown in Figure 4;

Figure 6 is a view thereof in end elevation, parts of the carriage being shown in transverse vertical section for the sake of illustration;

Figure 'I is a sectional view on line 1-1 of Figure 5;

Figure 8 is a detail view of the carriage, parts being shown in side elevation and parts being shown in vertical section for the sake of illustration;

Figure 9 isa diagrammatic view showing one method of wiring and organizing the various controls of the motors; and

Figure 10 is a diagrammatic view illustrating the manner in which the cables are associated with the platform and. carriage.

Referring to the drawings it will be seen that the present invention in its application to apparatus for storing and handling vehicles proposes a suitable garage building which may be of skeleton construction having suitable outer walls and a plurality of floors consisting simply of girders or beamssupported on columns and on the walls. The building need not have any load supporting floor structure although fire proof partitions may be and preferably are provided between the floors, such partitions also having portions serving as drip pans.

The ground floor is used principally as a receiving station for the cars and affords the fioor space necessary to facilitate their entrance upon the elevators, as shown in Figure 3.

As shown in Figure 1, each of the the ground floor preferably has a centrally disposed and longitudinally extending aisle H) in which the rails ll of a trackway are mounted.

Along each side of the trackway a row of stalls H are provided. Each stall l2 has a pair of guideways or runways l3 adapted to receive the wheels of an automobile or similar vehicle, the runways having suitably constructed or built up elongated base H with a groove or way l6 along its upper portion, the groove or way l6 being of a curved cross-section adapting it to receive and support the tires of an automobile wheel. The runways of each stall are spaced apart to correspond with the wheel spacing of the automobile which they are designed to receive. The stalls are closely positioned without intermediate lost or idle space, this economy being made possible by virtue of the fact that the cars are handled by power other than that of the car itself thereby avoiding the necessity of an operator-getting into or out of a car in a stall. The runways of each stall may incline inwardly and downwardly so that a vehicle deposited in the runways will remain therein under the action of gravity, but in lieu of this expedient or in addition thereto, recessed wheel receiving stops S may be built into the grooves or ways l6 of the runways (see Fig. 2). Where desirable'wheel buffers or bumpers may be positioned at the inner end of each stall. A pair of rails I8 is positioned in between the guideways of each stall and provide a trackway for a purpose to be hereinafter described.

The building is provided with a suitable number of elevators E for carrying the automobiles from the ground level or floor to any upper floor and the shafts for the elevators extend through spaces provided through the rows of stalls. It is to be understood that the number of elevators provided may be varied to meet the requirements. Each elevator has a platform 20 on which a pair of runways 2| is mounted, the runways 2| corresponding to the runways I3. Rails 2| are positioned intermediate the runways 2| and correspond to the rails l8 of the stalls I2.

In each aisle III a transfer platform or bridge 25 is provided and comprisesa suitable frame or body structure 26 on which flanged wheels 21 are rotatably mounted, the wheels 21 running on the rails H of the aisle (see Figs. 1, 4, 5 and 6). For the purpose of driving the transfer platform back and forth on its trackway gear wheels 28 are fixed to rotate with one pair of supporting wheels 21 and these gear wheels 28 mesh with pinions 29 fixed to. a shaft 30 geared as at 3| to the armature shaft 32'- of an electric motor 32. At the other end of the armature shaft 32 an electromagnetic brake 33 of conventional construction is provided and is designed and operated in the usual manner so as to be released electromagnetically when the motor is operating but set automatically by the usual spring means when the motor is stopped. On each transfer platform a pair of guideways or runways 35 is provided, the runways 35 being exactly like the runways l3 and 2| and extending transversely across the platform 26 for the full width thereof. Figure 6 illustrates one way of constructing these runways 35, 2| and I3. In between the runways 35 rails 36 are provided and constitute a trackway-adapted to be alined with the trackways of the elevators or stalls.

On each transfer platform a transfer carriage or dolly or other suitable transferring device 4|I is provided and consists of a suitable frame 4| having axles 42 on which flanged wheels 43 are mounted, the wheels 43 running on the rails 36. For driving the carriage back and forth one of the axles 42 has a gear wheel 44 fixed I and this electromagnetic brake 48 is of conventional construction, it being designed to be automatically released by an electromagnet when the motor 41 is running and yet being automatically set by a spring when the electricmotor 41 is stopped.

Each carriage has a jack or hoist arrangement associated therewithand made up of a pair of lift bars 58 which may be constructed of metal and covered with leather or other suitable cushioning material and which are pivotally mounted at the upper ends of link frame 5|. the lower ends of the link frames 5i being pivotally mounted on crank shafts 52 having trunnions 53 journaled in bearings provided therefor in the side members of the frame 4| (see Figs. 4, 6 and 8). Tie bars or tie links 55 are pivotally connected to the bars 88 and the link frames5l at the adjacent pivotal connections of these parts as indicated at 55, the tie bars also being pivotally mounted as at 58 on the adjacent end of the frame 4I. These tie bars constrain the lift bars to up and down movement in a vertical plane.

For the purpose of rotating the crank shafts 52 to raise and lower the lift bars 58, one trunnion 53 of each crank shaft 52 has a worm wheel 51 fixed thereto, the worm wheels 51 meshing withworms 58' fixed on a worm shaft 58. The worm shaft 58 also has a worm wheel 88 fixed thereon and meshing with a worm BI fixed on one end of an armature shaft 82 of an electric motor 83 supported on frame M as shown in Figure 8. The opposite ends of the armature shaft 82 of the motor 83 is equipped with an electromagnetic brake 64 similar-to the electromagnetic brake 48. With this arrangement the motor 83 may be of simple type of electric motor (such as a series wound direct current motor) which, under normal conditions, constantly turns in the same direction and yet effects alternate raising'and lowering of the lift bars.

An important advantage of the jack construction resides in the fact that the motor, during the lifting operation, may and does acquire considerable torque before it is subjected to the load,

since during the first phases of the movement of the crank shaft the vertical component of their motion is slight and consequently their lift is 'the front axle of an automobile when they are .50

elevated and by virtue of such engagement to lift the front end of the automobile to an extent sum'cient to interconnect it with the carriage and provide for its control by the carriage. In other words, theweight of the automobile is taken partly by the bars 58 and partly by the rear wheels'of the automobile, the front wheels being lifted up above the runways.

The jack itself possesses inherent features of safety in that even though the motor or other actuating means therefor run uncontrolled or over a longer period than intended, the jack cannot and will not become stuck or jammed or otherwise injured but would merely raise and lower slowly and smoothly. And the jack is not capable of injuring its associated parts or the articles with which it coacts even though the jack be improperly operated.

The armature of the electric motor 83, under normal conditions, turns in the same direction to effect alternate raising and lowering of the lift bars 58. This motion of the armature shaft 82 is initiated under the manual control of the operator, but the armature shaft is stopped automatically at the end of a raising or lowering movement. In order to provide for this operation of the jack the motor circuit of the electric motor 88 has a contactor designated generally at 18, a controller designated generally at H,

and a limit switch designated generally at 12 organized therewith, as shown in Figure 9.

As shown in Figures 4, 6 and 9, the limit switch 12 preferably comprises a mutilated slip ring assembly made up of a hub 14, a full ring 15 and a mutilated or half ring 18, the hub 14 being mounted on and secured to one of the trunnlons 58 of one of the crank shafts 52 butbeing electrically insulated from its trunnion 58 by means of an insulating sleeve 11. The hub 14 and rings 15 and 18 are of conductive material. Spring fingers 18 and 18 are carried by-a bracket 88 mounted. on the frame of the carriage and hearing against the rings 15 and 18, respectively (see Figs. 4 and 9).

The contactor 18 includes a contact coil 88 and arms 8I and 82 rigidly connected to each other and pivoted as at 84. The coil 88 when energized draws the arm 8| to it and causes the arm BI to engage a contact 85. When the coil 88 is de-energized a spring 88 pulls the arm 82 into engagement with a contact 81 and simultaneously disengages the arm 8I from the contact 85.

The controller II has two on positions in either of which the motor 83 is, under normal conditions, rotated in the same direction. As shown, the controller has contacts 88, 88, 88, 8|, 82, 88. 84, 85 and 88, and two sets of segments designated at 81, 88, 88, I88, I8I, I82, I88, and 81', 88, 88', I88, I8I', I82, and I88, respectively, one set of segments being engagedwith the contacts in one on" position of the controller and the other set of segments being engaged with the contacts in the other on" positionof the controller.

A wire I84 which connects with the positive pole of a knife switch J leads to the contact-88 of the controller, this contact 88 being electrically connected with one end of the controller resistance I85. Wires I 88 and I81 are electrically connected with the contacts 88 and 88, respectively, the wire I88 leading to the contact 81 of the contactor 18, while the wire- I81 leads to the contact 85 thereof. One terminal of the contactor coil 88 is connected by a wire I88 with the contact 88 of the controller and the other terminal of this coil 88 connects by a wire I88 with the spring finger 18 of the limit switch 12. The

arms 8| and 82 of the contactor 18 are connected by a wire II8 to one contact III of areversing switch designated generally at II2. This reversing switch II2 has a companion contact II8 for the contact III and also has a set of contacts. H4 and II 5 and switch arms H8 and H1 designed to engagethe contacts H4 and H5 or the contacts III and H3. A cross wire II8 connects the contacts III and H5 and a similar wire II8 connects the contacts H3 and H4. The arm H8 is connected by a wire I28 with a brush I2I of the armature I22 of the electric motor 83 and the arm H1 is similarly connected by a wire I23 with a brush I24. The contact II4 connects by a wire I25 with the field I28. A coil I21 of the electromagnetic brake 84 is connected in series with the field I 28 and connects by a wire I28 with a common return wire I28 which leads back tothe negative pole of the knife switch J which connects with the source of current. The contact finger 18 of the limit switch 12 also connects with the common return wire I28.

With'the limit switch 12 positioned as shown in Figure 9, current fiows through the wire I 04 to the contact 88, resistance I08 and contact 88 of the controller. The controller is then turned to the on" position in which the segments 81, 88, 88 and I00 engage their respective contacts 88, 80, 82 and 88. This permits the current to flow from the contact '88 through the segment I00, wire 82- connecting segment I00 with segment 88, through segment 88, contact 82, wire 8| connecting contacts 82 and 8|, contact 8|, wire 88 connecting contacts 8| and 88, wire I08 to the coil 80 of the contactor 10, through the coil to the wire I08, and thence to the contact finger 18 of the limit switch 12. The current flows through the half ring 18, hub 14, and full ring 15 of the limit switch to the spring finger 18 and passes from the spring finger 18 to the common return wire 128, through which it flows back to the negative source of current. In this way the coil 80 is energized and the arm 8| is pulled into engagement with the contact 88. Engagement of contacts 8| and 85 completes the motor circuit of the electric motor 88 with the control in the on position wherein the segments 81 to I08 are engaged with their respective contacts, the current at this time flowing through the following path. The current flows through the wire I04 to the contact 88, resistance I08 and contact 88 of the control and passes from the contact 88 to the segment I00, thence through the wire 82, segment 88, and contact 82, to the wire 8|, through the wire 8|, contact 8|, and wire 88,

to the contact 88. Here the current divides,

part passing on through the coil-80, as previously described, and part passing over to the segment 81, and down through the wire 81 to the segment 88 which engages the contact 80 to permit the current to flow to this contact andon through the wire I01 to the contact 85 of the contactor.

switch. Leaving contact III the current passes through the wire II8, contact IIB, arm II1,

' wire I28, to the brush I28, thence through the armature of the motor and out through the brush .I2I, wire I20, arm 8, contact II4, wire I28. to

the field I28. The current traverses the field I28 and then passes through the brake coil [21,

and the wire I28 to the common return wire I28..

This starts up the motor and the motor continues to move until the half ring 18 moves out of engagement with the spring finger 18. Disengagement of the half ring 18 and spring finger 18 breaks the current through the coil 80 thereby deenergizing the coil and permitting the spring 88 to disengage the arm 8| from the contact 88 of the contactor thereby breaking the motor circuit for the electric motor 88. This has, however, engaged the arm 82 with the contact 81 so that the motor circuit may be completed to continue the rotation of the armature in the same direction by turning the controller to its other on" position wherein the segments 81' to I08 are engaged with their respective contacts 88 v to 88. With the controller so positioned and the with the segment 88" and the current flows through this wire 88 to the segment 88' and to the contact 88 engaged therewith. Leaving the contact 88 the current passes through a wire I08 to the contact 81 of the contactor and thence through arm 82 and the wire 0 to the contact I I I of the reversing switch, from whence it flows through the armature I22, field I28, brake coil I21, wire I28 and common return wire I28 as before. This operation continues until the half ring 18 again comes into engagement with the spring finger 18 whereupon the coil 80 is energized to disengage the arm 82 from the contact 81 of the contactor. This breaks the motor circuit for the electric motor 88 but it engages the arm 8| ,with the contact 88 so that upon shifting the controller II to its other on position the motor circuit may be again made in the manner first described.

The limit switch 12 is designed to permit half revolutions of the crank shafts 82 each time the controller is thrown to the proper on position. This permits alternate raising and lowering movement of the lift bars and while these raising and lowering movements are started under the manual control of the operator they are automatically terminated by the limit switch 12. In

the operation of the jack the reversing switch is left in the position shown in Figure 8 and it is not employed except in an emergency, that is, when it is desirable for one reason or another. to interrupt the normal operation and cause the lift bars which have been partially raised to descend or lower before completing the upward movement.

In handling automobiles these lift bars are designed to engage under the front axle and if, under unusual circumstances, the carriage is incorrectly positioned with respect to the automobile and the operator starts the elevation of the lift. bars before he detects their improper positioning, he can throw the controller to off positidn, throw the reversing switch H2, and then lower the lift bars. It is not often that the reversing switch will be employed, and in fact, under many circumstances it can be omitted entirely.

A controller designated at I88 is provided for the motor 82 which propels the transfer platform back and further along the aisle. This controller has the usual controller handle whereby it may be turned to either of its on positions, but it is proposed to automatically turn the controller off when the transfer platform is alined with a pre-selected stall, elevator, or the like.

Incarrying out this purpose the lower end of the usual controller shaft I88 is geared as at I81 to a rock shaft I88 extending transversely of the platform. A rockable lever I88 is mounted on the shaft I88 so as to beiaxially adjustable therealong but constrained to rotate with the shaft I88. Means is provided for shifting the lever I88 along the shaft I88 and this means consists of a chain or fiexibleelement I40 having its ends connected to the lever and having its intermediate portions trained around wheels or pulleys HI and I42 rotatably mounted on the platform. The

shaft on which the wheel MI is fixed is geared or elevator at which the platform is to be stopped.

At its ends the lever I39 is provided with rollers I50 designed to coact with track abutments I5I provided in the aisle. The track abutments I5I 5 are fixed to the aisle or trackway and are staggered or spaced transversely and longitudinally of the trackway. One such track abutment is provided for. each stall and for each elevator shaft. Each track abutment has a cam or inl0 cline I52.

With this arrangement the operator pre-selects the stall or elevator at which the platform is to be stopped by turning the hand wheel I45 until the pointer I46 registers with the indicia of the stall designating the selected stall or elevator shaft in which position of the pointer the lever I38 is positioned to be engageable with the track abutment of the selected stall or elevatorshaft and then when the operator turns thecontroller to its "on" position the lever I39, which is horizontal in the "off position of the controller, is tilted one way or the other depending upon how the controller handle is turned. However, when the platform reaches the proximity of the selected stall its lower roller I50 engages the cam or incline I52 of the selected track abutment whereby the lever I39 is slowly rocked to a horizontal position and the controller is slowly turned to the "off" position from the lever, the motion of the lever being transmitted to the controller shaft I36 through the shaft I30 and gearing I31.

Releasable means is provided for locking or mechanically securing the transfer platform in substantial alinement with the selected stall or 5 elevator and this means preferably comprises a bell crank locking lever I55 fulcrumed as at I58 on the frame of the platform and selectively cooperable with the notched keeper plates I51 adjustably mounted as at I58 on an angle I59 ex- 40 tending lengthwise of the trackway. One such notched keeper plate is provided for each stall and each elevator shaft. When the locking lever I55 is engaged with any one of the notched keeper plates it is swung to the left as viewed in Figure 5. Disengagement of the locking lever from its keeper plate is accomplished by swinging the locking lever I55 to the right or in a clockwise direction as viewed in Figure 5. The locking lever is manually manipulated, its upper end be-' ing fashioned to provide a handle I00, but this locking lever is releasably held in either position by the action of a weight I6I provided on the handle I60 and biasing the lever to either extreme positions when the lever is swung past neutral or dead center position.

This mechanical lock is utilized to control an interlock between the motor circuits provided for the electric motors 32 and 41, this interlock being of such character that the motor circuits for the electric motor 32 may be completed only when .the motor circuit for the electric motor 41 is broken and vice versa, as will hereinafter more clearly appear. In carrying out this arrangement an interlocking switch arrangement bec5 tween the motor circuits is provided and is designated generally at I62, this interlocking switch arrangement being controlled from the lever I55,

by means of the link I63 and a lever I64, as

illustrated in Figure 5. The action of this interlooking switch arrangement is more clearly illustrated diagrammatically in Figure 9 and will be hereafter more fully described.

When the transfer platform is substantially alined with any stall or elevator and locked in such position by the lever I55 the carriage or dolly may be run oif of the platform and into the stall or onto the elevator. but the traveling platform itself may not be moved at this time. For the purpose of controlling the movements of \the carriage the motor circuit for the carriage motor 41 has a controller designated generally at I05, acontactor designated generally at I06, and a limit switch designated generally'at I61, organized therewith. In addition, the motor circuit has incorporated therein, a set of contacts 10 designated generally at I68 and I69, these contacts I60 and I69 constituting elements of the interlock I62 as will more clearly appear.

The controller I05 has two on. positions, one for causing rotation of the armature of the motor 15 45 in one direction, and the other for causing the reverse rotation of the motor, thereby providing for the'movements of the carriage onto and off of the traveling platform. To this end the controller has a set of contacts designated 20 generally at I10, I1I, I12, I13, I14, I15, I16, I11, I10, I10 and I19, and two sets of segments cooperable with the contacts, one set of segments being designated generally at I00, I8I, I02, I03, I04, I05, I06, I01, I60 and I09, and the other set of 5 segments being designated at I, IOI', I02, I03, I84, I85, I86, I81, I08 and I89. The

controller resistance is designated at I 90 and a resistance of the conventional armature shunt at I9I. I 30 The contactor I66 is of conventional construction and has a contactor coil I92 and an arm I93 influenced by the coil and engageable with a contact I94 when pulled over by the coil against the action of its spring I95. of a spring the contactor arm may be biased to open position by the action ofgravity.

The limit switch I61 comprises a lever I96 fulcrumed as at I91 on the carriage and having a roller I90 at one end ofthe lever engageable with 40 cams I99 and 200 mounted on the platform and in'the stalls or elevators. A spring 20I is associated with this lever I96 and tends to cause a contact 202 carried by the lever to engage a contact 203 mounted on the carriage. When the 45 roller I90 engages either of its cooperable cams I99 or 200 the lever I 96 is rocked to disengage the contacts 202 and 203.

The positive pole 204 of a knife switch 205 connecting with the source of current has a wire 206 50 connected therewith and leading to the contact I94. This contact I94 is connected by a wire 201 with one terminal of the coil I92. The other terminal of the coil I92 is connected by a wire 200 with a contact 209 of an overload relay des- 55 ignated at 2I0. A bridging contact member 2 is incorporated in this relay and engages the contact 209 and also a contact 2i 2. A wire 2I3 leads from the contact 212 to the contact I69 of the interlock. Theother contact I60 of the in- 0 terlock has a wire 2I4 connected therewith and leading to the contact 203 of the limit switch I61. The contact 202 of this limit switch I61 connects by a wire 2I5 with the common return wire I29.

Figure 9 shows the limit switch I61 in the po- 5 sition which it assumes when the carriage is. traveling or moving on the transfer platform or in a stall or elevator in intermediate positions. As explained, when the carriage mo es to its extreme position into a stall or onto an elevator 7 or when it is moved into its extreme or proper position on thetransfer platform the cams coact with the roller I90 of the lever to rockthe lever I96 of this limit switch and disengage ,the:

contacts 202 and 203. Thus, with the carriage Of course, in lien 35 properly positioned on the transfer platform it is necessary to short circuit the limit switch in order to energize the contactor coil I92 and this is provided for by a push button switch designated generally at 2I6 and having a push button 2l1 for bridging contacts 2I8 and 2I9 which connect by wires 220 and 22I to the wires 2 I4 and I29 respectively. When it is desired to start movement of the carriage the push button 2" must be depressed to bridge the contacts 2 I8 and 2I9 whereupon the current flows from the positive pole 204 of the switch 205, through the wires 206 and 201 to the coil I92. through the coil I92 and wire 209 to the over-load relay, through the contacts 209, 2 and 2I2 thereof to the wire 2I9 through which it flows to the contacts I68 and I69 of the interlock. Passing through these contacts I68 and I69 the current flows through the wire 2 to the wire 220, whence it passes through the contacts 2I9, 2" and 2I9 and the wire '22I to the common return wire I29. This energizes the contactor coil I92 whereby the arm I93 of the contactor is pulled over to engage the contact I94 thereby completing the motor circuit in the following manner: The current flows from the positive pole 204, through the wire 206, contact I94, and arm I93, to a wire 222 which leads to the coil 229 of the over-load relay. From this coil 229 the current passes to a wire 224 which leads to the contact In of the controller I65. The controller is turned in the direction which causes the segments I80 to I99 to engage the contacts I10 to I19 so that the current passes from the contact "I over to the segment I9I and from this segment I9I it passes through wires I10 and'I1I' to the segments I90 and I92. As these segments I and I92 engage the contacts I10 and I12 part of the current passes from the contact I10 through the armature shunt in the usual manner and part of the current passes from the segment I92 over to the contact I12 and thence through the wire 225 which leads from this contact I12 to the brush 226 of the armature 221 of the motor 41. From the other brush 228 of the armature the current flows back through a wire 290 to the contact I19 of the controller and passes from this contact I13 over to the segment I93 and down through the wire I99 of the segment I94 and thence through the controller resistance I and wire I90 to the contact I19. From the contact I18 the current passes to the segment I88 and through the wire I98 to the segment I99. The segment I89 engages the contact I19 so that the current flows through this contact I19 and through a wire 29I connected therewith to the field 292 of the motor 41. As the current passes through the field it passes on to the coil 293 of the electromagnetic brake 49 of the motor 41 and then travels through a wire 234 back to the common return wire I29, which leads back to the negative pole 204- of the switch 205.

As soon as the carriage begins to move the roller I98 of the limit switch is disengaged from its cam thereby permitting the spring 20I to engage the contacts 202 and 203. As soon as this occurs the push button 2" may be released, for at that time, the path of the current through the contactor coil I92 may be completed from the wire 2 through the contacts 209 and 202 and wire 2I5 back to the common return wire I29. The use of a push button switch in this organization not only permits the employment of a simple yet eifective means for limiting the movements of the carriage but it also makes it necessary for the operator to exercise a deliberate and conscious control of the movements'of the carriage. In other words, if a careless operator were to leave the controller I95 in either "on" position nothing would happen until the push button 2I1 was depressed. This means of focusing the operator's attention on the movements of the carriage has important advantages because it precludes in a practical way any possibility of the carriage being run into an empty elevatorshaft orof carrying an automobile into an already occupied stall.

In the other "on position, of the controller I95 the segments I90 to I99 coact with the contacts I10 to I19 in order to reverse the flow of brush 226 and wire 225 back to the contact I12 of the controller and then passes down through a wire I14 to the contact H4. The segment I83 engages this contact I14, so that the current passes over to this segment I99 and down through a wire I15 to the segment I94 from whence it passes to the contact I15 and through the controller resistance I90 to the contact I18. The current then passes over to the segment I98 and down to the segment I99 through a wire I89. From the segment'l89' the current passes over to the contact I19 and thence through the wire 23I, through the field 292 and brake coil 239 to the wire 294 and then on back through the return wire I29.

It is to be understood that the motor circuit for 4 the motor 41 cannot be completed except when the contactor coil I92 is energized. The contactor coil I92 cannot be energized unless the contacts I68 and I69 are engaged. It is therefore a prerequisite to operation of the carriage that the platform be locked in position alined with a stall 'or with an elevator as thevcontacts I69 and I69 are not engaged unless the platform is so locked.

The motor circuit for the electric motor 92 which propels the platform back and forth has organized therewith the controller I35, a contactor designated generally at 235, a set of contacts 236 and 231 of the interlock I62 and a limit switch designated generally at 299. The controller I35 is very similar in its arrangement to the controller I65 and has the contacts 239 to 250 and two setsof segments cooperable with the contacts, one set of segments by the numerals 25I to 260 and the other set of segments being designated by the reference characters 25I to 260', inclusive, the controller also has a controller resistance 26I and a resistance 262 embodied in the usualarmature shunt. As in the other instances the contactor. comprises a coil 269 influencing a spring or gravity biased contact arm 264 which is engageable with a contact 265 when the coil 263 is energized. The limit switch 238 is provided to preclude operation of the motor 92- at any time except when the carriage is in proper position on the transfer platform and for this purpose this limit switch 239 comprises a leverv 210 fulcrumed as at 21I and having a roller 212 engageable with a cam 219 mounted on the platform. When the roller 212 engages the cam 219 the carriageisproperly positioned on the transfer platform and a contact 214 carried by the lever is engaged with a stationary contact 215, a spring 216 coacts with the lever to disengage the contacts 214 and 216 at all times except when the roller 212 is engaged with the cam 213. Assuming the locking lever I56 to be released and the carriage to be properly positioned on the transfer platform then the contacts 236 and 231 of the interlock I82 and the contacts 214 and 215 of the limit switch 238 will be engaged and the contactor coil 263 will be energized for the current will flow from the positive pole 211 of a knife switch 218 connected with the source of current, through a wire 219 to the contact 266. A wire 289 connects with this wire 219 and leads to one terminal of the coil 263. The other terminal of this coil 263 connects by a wire 28I with the contact 231. The current flows through the contacts 236 and 231 and through a wire 282 which leads from the contact 236 to the contact 215 of the limit switch 230.

Passing through the engaged contacts 216 and 214 the current travels on through a wire 283 to the common return wire I29. The coil 263 is thus energized and attracts the arm 264 and causes this arm 264 to engage the contact 265. n

The current then flows from the positive pole 211, through the wire 219 to the contact 265, thence through the arm 264 and through a wire 284 to the contacts 246 and I of the controller; Here the current divides, part passing from the contact 240 through the connected segments 252 and 25I over to the contact 239 and on through the armature shunt. The remainder of the current passes from the contact'24l over to the segment 263, thence down to the connected segment 264 and over-to the contact 242. Leaving the contact 242 the current passes through a wire 285 which connects this contact with a brush 286, the current flowing on through the brush 286, the armature 281 of the electrical motor 32, the other brush 288 and a wire 289 which leads back to the contact 244. From the wire 244 the current passes over to the segment 255 and then down to the connected segment 256, through the controller resistance 26I to the contact 249. From the contact 249 the current passes over to the segment 269 and thence down to' the connected segment 260 and across to the contact 250 engaged with the segment 260. Leaving the contact 250 the current passes on through a wire 296 which leads through a blow-out 29I to the field 292 and brake coil 293 of the motor 32. The brake coil connects with a wire 294 which leads back to the negative pole of the switch 218. In the other position of the controller the current flows to the contacts 240 and 24I as before but the part of the ourrent which flows to the armature passes over to the segment 253' and down to the connected segment 254'. The segment 254' engages the contact 243 so that the current passes over tothis contact 243 and down to the connected contact 244, and thence through the wire 289 to the brush 288. The current thus traverses the armature in a reverse direction and flows back through the brush 286 and wire 285 to the contact 242. The contact 242 connects with the contact 245 and the current thus flows down to the contact 245 and over to the segment 255', and thence down to the connected segment 256' over to contact 246 and through the controller resistance to the contact 249. Thesegments 259' and 269' convey the current to the contact 256 from whence it flows through the field and brake coil and back to the negative pole of the switch as before It is to be understood that the method of wiring illustrated is shown for the purpose of illustration only and various changes, additions, and

omissions are contemplated within the spirit of the invention and the scope of the subjoined claims.

From the foregoing it will be understood that the traveling or transfer platform is started to,

move in one direction or the other by proper manipulation of the controller I35. Themovement of this traveling or transfer platform is stopped automatically by the coaction of the depressed roller of the lever I39 with the cam I5I with which the lever has been alined. The carriage is started oifof the transfer platform by properly manipulatingthe controller I66 and depressing the push button 2" but'it is automatically stopped by the action of the limit switch I61. The movement of the carriage back and onto the transfer platform is started by reversely actuating the controller and pressing the push button 2", and when the carriage has reached the proper position on the traveling platform its motion is arrested under the control of the limit switch I61. In connection with the operation of the carriage and the traveling platform it is important to note that due to the action of the limit switch 238 the traveling platform can never be started into motion unless the carriage is properly centered thereon. Even if the carriage is properly centered thereon the traveling platform may not be started when ,it is locked in alinement with the stall or elevator because when so locked the contacts 236 and 231 are disengaged and engagement of these contacts is essential to completion of the motor circuit for the motor 32, which operates the traveling platform. On the other hand, the carriage may not be moved'offof the traveling platform unless the traveling platform is mechanically locked in alinement with an elevator or a compartment, because until the traveling platform is so locked the contacts I68 and I69 of the interlock are disengaged. Engagement of these contacts I68 and I69 is essential to completion of the motor circuit for the motor 41 and these contacts I68 and I69 are engaged only when the the traveling platform.

Suitable collectors or contact shoes are mount ed on the traveling platform and coact with the rails or,wires on the trackway III for conveying the current to the terminal board.

Although the traveling platform is always sub stantially alined with the selected stall or elevator it is diflicult to obtain exact alinement in all instances and for the purpose of obtaining a final and substantially exact alinement between the carriage and the selected-stall or elevator the carriage is provided with a set of guides 300.

Each set of guides includes a pair of guide memplatform to center the carriage on the platform Then as the carriage moves oi! of the platform noted that the wheels which support the carriage are relatively broad and are flanged at their inner marginsonly. When the carriage begins to move ofl the platform one or the other of the wings coact with the guide rollers 304 of the its wheels are positioned to engage the bent or curved ends of the rails of the compartment or elevator. In this-gway such final matching or final alinement as is essential is insured.

When the invention is embodied in an apparatus for storing and handling vehicles, vehicles are run into the receiving station which the ground floor of the building provides and are loaded on the elevators and carried to the floor on which they are to be stored. On each floor there is a traveling platform equipped with a carriage and Jack for transporting the automobiles to and from the elevator and stalls. The traveling platform is lined up with the elevator-which brings the car to the floor and when so lined up thecarriage is run off of the platform onto the elevator and when properly positioned under the automobile the jack of .the carriage is elevated into engagement with the front axle of the automobile. The carriage is then run back onto the traveling platform and in this way the automobile is taken from the elevator onto the traveling platform. With the automobile properly positioned on-the traveling platform the platform is run down the aisle until it is alined' with the selected stall whereupon the carriage is run of! into the stall to carry the automobile thereinto. With the automobile properly located in the stall the jack is lowered and the carriage with the lowered jack is returned onto the platform. These operations being partly automatic may be carried out with a great deal of expedition so as to speed up the handling of the automobiles. The automatic features while speeding up the operation in this way also operate as safety features as hereinabove pointed out.

The invention claimed is: 1

1. An apparatus for storing and handling vehicles in a building having a plurality of floors, each floor having a trackway and a row of stalls on each side of the trackway and an elevator carrying the vehicles from the ground level to any floor, and comprising a transfer platform running back and forth on the trackway on each floor, and a carriage on each transfer platform, said carriage having means adapted to engage an automobile to cause the automobile to move with the carriage, the carriage being adapted to run off of the transfer platform and into the stalls or onto the elevator, and interlocking controls for the carriag'e'and transfer platform.

2. An apparatus for storing and handling vehicles in a building having a trackway and a roll of stalls along the trackway and comprising a transfer platform movable back and forth along the trackway, a motor for driving said transfer platform, a controller for said motor, and means for causing the transfer platform to stop automatically in front of any selected stall, and comprising a track abutment for each stall, an adjustable trip mounted on the transfer platform and connected with the motor controller, said trip being adjusted to engage the track abut-- ment of the selected stall and being moved when engaged with said track abutment to shift the controller to cause the motor to stop, said track abutments having offset portions operable to so shift the trip as to first cause the transfer platform to slow up and then cause it to stop.

3. An apparatus for storing and handling vehicles in a. building having a trackway and stalls along the trackway and comprising a transfer platform movable along the trackway, an electric motor for driving said transfer platform, a carriage mounted on the platform and movable across the platform and into and out of the stalls, said carriage having means for engaging a vehicle to cause the vehicle to move with the carriage, an electric motor for driving the carriage, circuits for said motors, a lock for securing the transfer platform in alinement with a selected stall, switches incorporated in said circuits and controlled by said lock for preventing operation of the motor .lock is released, and a limit switch arrangement embodied in said circuits and controlled by the carriage for breaking the circuit through the motor of the platform except when the carriage is centered thereon.

4. An apparatus for storing and handling vehicles in a building having a trackway and stalls along the trackway and comprising a transfer platform movable along the trackway, an electric motor for driving said transfer platform, a carriage mounted on the platform and movable across the platform and into and out of the stalls, said carriage having means for engaging a vehicle to cause the vehicle to move with the carriage, an electric motor for driving the carriage, circuits for said motors, a lock for securing the transfer platform in alinement with a selected stall, switches incorporated in said circuits and controlled by said lock for preventing operation of the motor for driving the carriage except when the lock is operative and for preventing operation of the motor for driving the platform except when the lock is released.

5. In combination, a traveling bridge, a wheeled transfer carriage supported on the bridge and movable transversely thereof, an electric motor for driving the transfer carriage, said transfer carriage having means adapted to engage a vehicle to cause the vehicle to move along with the carriage, a circuit for the motor of the transfer carriage, a controller incorporated in said circuit, a limit switch incorporated in said circuit for automatically breaking the same when the carriage returns to proper position on the platform, and a push button switch for short circuiting of the limit switch to permit the transfer carriage to be moved off of the platform.

6. An apparatus for handling and storing vehicles in a building having a main trackway and stalls along the main trackway and comprising a motor driven transfer platform on which vehicles are adapted to be deposited, said transfer plat-' aomsas across the trackway of the platform and onto and oif of the trackway of any stall with which the platform is alined, said carriage being adapted to be run into position beneath a vehicle to be han- 7. An apparatus for handling and storing ve-- hicles in a building having a main trackway and stalls along the main trackway and comprising a motor driven transfer platform on which vehicles are adapted to be deposited, said transfer platform being movable along the main trackway, vehicle wheel receiving runways extending transversely of the transfer platform, a transverse trackway on the platform located in between the vehicle wheel receiving runways,

each of said stalls having vehicle wheel receiving runways and a trackway located in between its runways, a motor driven carriage movable back and forth across the trackway of the platform and onto and off of the trackway of any stall with which the platform is alined, said carriage being adapted to be run into position beneath a vehicle to be handled or stored and having a vertically adjustable vehicle engaging element acting when elevated to provide a propelling connection between the carriage and the vehicle so that the carriage when moved with the vehicle engaging element elevated and. engaged with the vehicle, propels the vehicle on its own wheels along said runways, a motor geared to said vehicle engaging element for raising and lowering the same and controllers for all of said motors located at a single control station on said platform.

8. An apparatus for storing and handling vehicles in a building having a trackway and stalls along the trackway and comprising a transfer platform movable along the trackway, an electric motor for driving said transfer platform, a carriage mounted on the platform and movable across the platform and into and out of the stalls, said carriage having means for engaging a vehicle to cause the vehicle to move with the carriage, an electric motor for driving the carriage, circuits for said motors, and a limit switch arrangement embodied in said circuits and controlled by the carriage for breaking the circuit through the motor of the platform except when the carriage is centered thereon.

9. In a garage. a storage floor having a vehicle inlet, a passageway. adjacent said inlet, a plurality of storage compartments adjacent said passageway, a truck, a movable carrier mounted so on said truck, propelling means for moving said carrier under a vehicle in said inlet, elevating means on said carrier for engaging an end of a vehicle to raise one end of the same, means for reversing said carrier propelling means to 5 return said carrier with the vehicle to said truck,

means for moving said truck to a selected compartment, said carrier propelling means also providing for movement of the carrier and vehicle to the selected compartment and said elevating means providing for: loweringthe vehicle into place in the selected compartment. and means on the truck and in said inlet and storage compartments for guiding said carrier on its movement.

10. In a garage an inlet for a motor vehicle, a carrier mounted adjacent said inlet, a storage compartment adjacent said carrier, means for moving said carrier underneath a vehicle positioned in said inlet. elevating means on said carrier for elevating an end of said vehicle. means for thereafter moving the same into said storage compartment, and means for guiding said carrier and the unraised end of said vehicle into said inlet and into said storage compartment.

11. In a garage for storing vehicles, the combination of an inlet for said vehicles, a plurality of storage compartments, a transfer table movable adjacent said compartments, means for propelling said transfer table, a carrier on the transfer table, vertically movable supports on the carrier for engagement with an end of a vehicle, mechanism for raising and lowering said supports, means for propelling said carrier to pull the vehicle engaged thereby and means on the transfer table and in the inlet and storage compartments for guiding said carrier in its movement.

12. In a garage for storing vehicles, the com bination of an inlet for said vehicles, a storage compartment, a transfer table movableadjacent said compartment, a carrier on said transfer table movable from the latter to an inlet. said carrier being also movable to a selected storage compartment, an electric motor for driving said carrier, automatic means for breaking the circuit to said motor when the carrier is properly positioned in the storage compartment. and automatic means for breaking the circuit to said motor when the carrier is properly positioned in the inlet.

13. In a garage for storing vehicles, the combination of an inlet for said vehicles, a plurality of storage compartments, a transfer table movable adjacent said compartments, an electric motor for propelling said transfer table, and means for automatically stopping the transfer table at a predetermined storage compartment, said means comprising a switch in connection with said motor and slldable along the transfer tabie. means for sliding said switch, and a plurality ofstops. one for each storage compartment, arranged in staggered relation, for engagement with the switch to trip the same.

14. In a garage for storing vehicles the combination of an inlet for said vehicles, vehicle receiving means, a transfer table movable adjacent said vehicle receiving means, a carrier on said transfer table for moving a vehicle from said transfer table to said vehicle receiving means, an electric motor for driving said carrier, and

automatic means for breaking the circuit to said ARTHUR G. HENRICKB. 

